Means for decelerating aircraft



Dec. 1, 1931. GQDDARD 1,834,149

MEANS' FOR DECELERATING AIRCRAFT Filed March '28) 1930 2 Sheets-Sheet l 1 y WW Dec. 1, 1 931. H GQDDARD 1,834,149

MEANS FOR DECELERATING AIRCRAFT Filed March 28. 1930 2 Sheets-Sheet 2 Jade W Z 5 {6 70%? 0 1 7' a w Patented Dec. 1, 1931 PATENT OFFICE ROBERT E GODDARD, OF WORCESTER, MASSACHUSETTS.

we iron mcnnnaurme uacmr Application filed amen as, me. Serial No. 439,796.

This invention relates to air-craft and particularly to means for reducing the velocity thereof when occasion arises.v In the operation of air-craft, it is frequentl desirable to quickly reduce the velocity of t e craft, as

in preparation for landing or to avoid collision with some unexpected obstacle.

In the operation of rocket planes designed for. high altitude work, .very great speed will be attained beyond the earths atmosphere and upon the return of the plane to a denser atmospheric medium, reduction in speed must be quickly accomplished to permit the plane to he landed without destruc- .tive results.

My invention further relates to arrange-. b ments and combinations of parts which will be hereinafter described and more articularly pointed out in the appended c aims.

Two forms of the invention are shown in the drawings, in which 1 Fig. 1 is a plan view of parts of an aeroplane embodying my invention Fig. 2 is an enlarged plan view, partly in I have alsoindicated in broken lines at bles limit ,the outward movement of the mem-.

.body 10 and are substantially continuous .with the surface of the body, so that the air a sectional side elevation of a 20 a combustion chamber anl expansion nozzle by which the plane may be propelled at high speed when travelling through relatively a light atmosphere. Either the propeller or the expansion nozzle may be omitted and the lane may be operated in the usual manner y the propeller alone or may be operated by the reaction of gases escaping through the nozzle 20, the means of propulsion formin no art of my present invention. .0

or t e purpose of reducing the speed of the plane-when occasion arises, I have provided decelerating members 30 pivoted at 31 to the body 10, the pivots bemg placed near the rear ends of the plane and the members 30 extending forwardly therefrom. Cords or cables 33 are attached to the forward ends ,of the members 30 and'these ca- I bers 30 and also constitute means for closing 9 the members 30, when no further 'decelerating. action is desired. I

When the members 30 are closed, they vfit snugly into corresponding openings of the resistance of the plane is not increased there- Springs 34 may be provided under the for- 8o ward edges of the members '30 to give the members an initial outward movement when tensionon the cables 33 is released. As soon as the initial outward movement takes place,- the air pressure against the inner faces ofthe 3 vmembers 30 will effect further opening movement of the members, "to the limit established by the cords 33. v The cords 33 may be released singly "or simultaneously by the operator of the plane no or, if used in a plane not manually controlled,

the cords may be connected to a suitable timing mechanism i=0 by which they will be released after a-' predetermined interval 1 of v It will be evident that the deceleratin effect will depend upon the extent to w 'ch the members 30 are permitted to swing outward, and that the decelerating effect will be exerted along the line of flight if of mo the members 30 are moved outward the: same distance.

If certain members are movedfurther than others, the efi'ect will be to divert the plane in a predetermined direction. It is thus possible to a certain extent to steer the plane by manipulation of the decelerating members 30.

Preferably the members 30 are mounted out of alignment with the elevating wings 13.

pivoted at 52 to each member 50 and is held in engagement with a pinion 54 by a yielding presspr roll 55. The pinion 54 is secured to a worm wheel 56 rotatable by a worm 57 which may be rotated by a belt 58 and pulley 59 from any convenient location- As the worm 57 is rotatedin one direction or the other, the decelerating member 80 will be swung inward or outward, said member being locked in position when the worm 57 is stationary.

An additional rack 51 may be actuated by the pinion 54 to move a second member 50. Additional members 50 may be added as desired.

I It will be noted that the rear .end portionsof the decelerating members 30 or 50 are so hinged to the adjacent surfaces of the body 10 t at a continuous and tight fitting joint is afforded in every position of the decelerating members, thus causing no perceptible increase in air resistance. i

In Fig. 6 I have shown a constructlon by which the vanes may be caused to open upon an increase of atmospheric pressure as the plane approaches the denser atmosphere adjacent the earths surface. 'For this purpose cords 60 attached to the vanes are secured to. a drum or pulley 61 having an. arm 62- engaging a latch 63 and normally retained in holding position thereby. A collar 64 rests'upon a supporting surface 65- in the plane and en ages the end of the latch 63 when moved rom its normal position.

A two-part bar 66 is slidable throu h an opening in the collar 64 and is provide with a notch or shoulder 67 adapted to en go the end of a resilient hook 68 mounte on the collar 64. The upper end of the bar 66 is r secured to an adjacent face of a corrugated -metallic vacuumv member or casing 70. A

spring 71 within the casing exerts a predetermined expanding force on the walls of the The internal pressure of the casing is so proportioned to the spring 71 that the cas- 1ng will be compressed at ordinary atmospheric ressure and will be expanded at the much ower pressures experienced beyond the earths atmosphere.

Before starting a flight, the hook 68 will'be withdrawn from the notch 67 allowing the I collar 64 to slide downward along the bar 66 into engagement with the surface 65 and thus allowin the latch 63 to be placed in the position in icatedin Fig. 6, in which position it holds the cords 60 from release. As the plane rises and the atmospheric ressure decreases, the bar 66 will be pushed ownward throu h the collar 64 and the hook 68 will slide re atively upward to a point above the notch 67. As the plane returns towards the earth and atmospheric pressure increases, the casing wigl be compressed, overcoming the spring 71. A a predetermined point the notch or shoulder 67 will engage the hook 68, raising the collar 64 and releasing the latch 63. This in' turn releases the decelerating vanes and the sped of the plane will be thereupon reduced. By adjusting the length of the bar 66, the

7 pressure at which the vanes will be released ma be variably determined.

nder certain operating. conditions, it is found desirable to control the release of'the vanes by reference to-the atmospheric pressure, as indicated in Fig. 6, and under other conditions it is desirable to release the vanes after a predetermined period of flight by use of the timing device previously described.

' Having thus described my invention and the advantages thereof, 1 do not wish to be limited to the details herein disclosed, otherwise than as set forth in the claims, but what I claim is I I '1. In an air-craft, a body elongated in the line of flight,'a plurality of air-resisting elements arranged about the rear portion 0 said body said elements being movable to operative or inoperative positions, and means controlled by relative atmospheric pressure effective to release said elements for movement to operative position.

2. In an aircraft, a body elongated in the line of flight, a plurality of air-resisting elements arranged about the rear portion of said body, said elements beingmovable to operative or inoperative positions, and means effective to cause said elements to be moved to operative position upon decrease and subsequent increase of atmospheric pressure at body, said elements being movable to operative or inoperative positions, and means effective to cause said elements to be moved to operative position upon decrease and subsequent increase of atmospheric pressure at said air-craft to a predetermined pressure.

4. In an air-craft, a body elongated in the line of flight, a plurality of air-resisting elements arranged about the rear portion of said body, said elements being movable tooperative or inoperative positions, a device to hold said elements in inoperative position, 'and means controlledby atmospherlc pressure at said air-craft and effective to release said device upon a rise in pressure at said air-craft to a predetermined pressure,

5. In an air-craft, a body elongated in the line of flight, a plurality of air-resisting elements arranged about the rear portion of said body, saidelements being movable to operative or inoperative positions, a device to hold said elements in inoperative position, and means controlled by atmospheric pressure at said air-craft and effective to release said device upon a rise in pressure at said air-craft to a predetermined pressure following a fall in pressure below normal atmospheric pressure.

6. In an air-craft, a body elongated in the line of flight, a plurality of air-resisting elements arranged about the rear portion of said body, said elements being movable to operative or inoperative positions, a device to hold said elements in inoperative position, and means controlled by atmospheric pressure at said air-craft and eifective to release said device upon a subsequent increase in pressure toward normal following a fall in pressure below normal at said air-craft.

7. In, an air-craft, a body elongated in the line of flight, a plurality of air-resisting elements arranged about the rear portion of said body, said elements being movable to opera tive or inoperative positions, a closed expansible casing in said air-craft containing an expanding spring, a member connected to a movable part of said casing, a latch device effective to hold said elements in inoperative position, and a one way clutch connection between said latch device and said member.

In testimony whereof I have hereunto affixed my signature.

ROBERT H. GODDARD. 

